Slack-adjuster for draw-bars.



E. RYAN.

SLAGK ADJUSTEB. FOR DRAW BARS.

APPLIoATIoN FILED Mugs, 190e.

929,11 4. Patented July 27, 1909.

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Inventor.' Witnesses.' v y y ,Edv/a T12 Ryan.

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SLAGKl ADJ USTER FOR DRAW BARS.

I APPLICATION FILED MAYZS, 1908. y i 929, 1 1 4, Patented July 27, 19x09.

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E. RYAN.

SLAOK ADJUSTER FOR DRAW BARS.

'APPLIUATION FILED MAY 23, 190B.

y Patented July 27, 1909,

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EDWARD RYAN, OF CLINTON, IOWA.

SLACK-ADJSTER FOR DRAW-BARS.

To all whom it may concern:

Be it known that I, EDWARD RYAN, a citizen of the United States, residing at Clinton, county of Clinton, and State of owa, have invented certain new and useful Improve-` ments 1n Slack-Adjusters for Draw-Bars, of.v

' which the following is a specification.

My invention relates to draw-bars for connecting the tender to a locomotive, and particularly to slack-adjusters for draw-bars.

The object of my invention is to provide a device of the class mentioned, which shall maintain a constant but yielding contact bet veen the chang plates at all times.

A furt-her object of my invention is to provide a slack-adjuster which shall maintain a pull upon the draw-bar and couplingpins of greater force than the tractive force of the locomotive, and equipped with means for relieving a large percentage of the pull on the coupling-pins when the locomotive is at rest, or not working up to its full capacity.

Other objects will appear hereinafter.

With these objects in view, my invention consists generally in a locomotive and its tender, in combination with a lever pivotally conected to one thereof, a draw-bar pivotally connected at one end to the other and having its opposite end connected to said lever, and a yielding connection between said lever and the underframe upon which it is mounted.

My invention further consists in a locomotive and its tender, in combination with a lever pivotally mounted beneaththe latter, a draw-bar connected at one end to the locoi motive and at the other end to one arm of Cai said lever, a spring impinging against the other arm of a lever and exerting a pull on said draw-bar greater than the tractive force of the locomotive, and an oppositely acting spring of less power adapted to counteract a large percentage of the force of the firstv said spring when the locomotive is at rest or working under its full capacity.

Specification of Letters Patent.

Application led May 23, 1908.

Patented July 27, 1909.

Serial No. 434,642.

with a slack-adjuster embodying my invention in one form, Fig. 2 is a similar detail view of a portion of the device illustrating a slight modification, Fig. 3 is a vertically longitudinal section on the line mof Fig. l, Fig. 4 is a detail sectional view upon an enlarged scale illustrating the pivotal con- 'l nection between the lever and the underframe, as shown in Fig. k1Fig. 5 is a view similar to Fig. l illustrating a slight modification, Fig. 6 is a vertical longitudinal section on substantially thev line g/-g/ of Fig. 5, the draw-bar being illustrated in elevation, Fig. 7 is a vertical transverse section on the line 2 2 of Fig. 5, Fig. 8 is a view similar to Figs. l and 5 illustrating a further modiiication of my invention, wherein the main spring is partially counterbalanced by a second spring, Fig. 9 is a detail plan view upon an enlarged scale illustrating the connection between the springs, Fig. 10 is a section on the line w-w of Fig. 9, Fig. 1l is a section on the line @-1) of Fig. 9, and Fig. l2 is a perspective view of one of the socket members by means of which the tension device is mounted upon the underframe.

Referring to Figs. l to t inclusive, l-l indicate the draft-sills of a tender, 2 2 the outer sills and 3 the breast beam sill of a tender, and 4 a portion of the underframe of a locomotive. The tender and locomotive are equipped with the usual chang plates 5 and 6 respectively. Pivotally mounted. beneath the tender is a lever 7. rlhis may be pivotally connected to any portion desired which is practical, but I prefer to pivot thesame to one of the draft sills l. To this end, the web of the sill is apertured as at 8 to permit the lever to extend therethrough, and the lever is provided with a boss 9, preferably having a spherical face 10 which rests in a socketmember l1 secured to the web of the member 1 at the forward end of the aperture 8.

12 indicates the draw-bar pivotally connected as at 13 to the locomotive, and at the other end to the short arm 7 of the lever 7, the draw-bar passing through an aperture l5 in the breast beam 8.

14 indicates the coupling-pin connecting the drawbar to the lever on the tender, 13 indicating a coupling-pin connecting the same to the locomotive.

A yieldable connection is provided between the long arm of the lever and the underframe of the tender, and this is arranged to exert a pull on the draw-bar opposite to that exerted by the locomotive, and of greater power than the tractive force of the locomotive. l

16 indicates a rod extending through the breast beam and having the head y17 resting against the outer tace thereof. The rod 16 extends through an eye or aperture 18 on the end of the lever, and is provided with a n'ut or collar 19, threaded upon its end and between which, and the end of the lever is interposed a spring 20, the spring 20 bearing against the end ofthe long arm of the lever, exerting a greater pull on the drawbar than the tractive force of the locomotive, hence, it is obvious that the chafing plates will be maintained inconstant contact. By adjusting` the nut 19 on the rod, the pressure of the spring may be regulated to take up the wear orp the several parts and maintain the proper pull on the draw-bar. This may be done by turning either the nut or the rod, the latter being preferable, as the head 17 is accessible and more convenient to reach than the nut 19.

21 indicates a hole in the nut to receive a pin or rod to hold the nut against turning while the rod is being turned.

Suitable means are provided to prevent separation of the locomotive fand tender should the long arm of the lever or the tension device break.

In Figs. 1, 3 and 4 I have illustrated a pin 22 extending through the lever and the flanges of the beam 1, and having its axis extending through the` center of the ball and socket joint 9-11. This will prevent the lever from pulling through should the parts break as above mentioned. Instead of the pin 22, lugs 23 may be provided or formed upon the lever 7, which are of sufficient size to be unable to pass through the aperture 8, as shown in Fig. 2.`

In Figs. 5 to 7 inclusive, I have illustrated a slight modification, wherein both the long and short arms of the lever are upon the same side of the ulcrum point, the principal dilerence being in the reversal of the position of the tension device. In this form, the lever 7 a extends through apertures in both of the draft-sills 1*-1'. The fulcrum ot the lever comprises a spherical head or end 7b which rests against the web 1a of the draftsill. It is obvious that inasmuch as the coupling-pin 14 is upon the same side as the ulcruni point 7b, the rod 16 must be reversed, and to this end, it is secured or fixed to one of the members 24 of the body bolster.

In Figs. 8 to 12 inclusive, I have illustrated a further modication wherein the device is equipped with means for counterbalancing in a great measure the strain upon the pins due to the tension of the spring 20. In this form, the rod 16 is provided with an extension 25 in alinement therewith, and intermediate of the portions 16 and 25 is an eye or yoke 26 through which extends a beam 27 resting in sockets 28 fixed to the sills 1 and 2. rlhe beam or bar 27 tits snugly in the eye 26 and prevents longitudinal movementof the rod 16-25. Slidably mounted upon the rod 1G is a sleeve 29 having an annular flange 30, and the eye 18 of the lever 7a is of suiiicient size to receive said sleeve, the flange 30 being interposed between the end of the lever and the eye 26 which being enlarged as shown clearly in Fig. 1 presents a shoulder 31 against which the member 30 abuts when the locomotive is at rest. Slidably mounted upon the rod portion 25, is a similar sleeve 32 having a flange 33 between which and a nut- 34 on the end of the rod, is interposed a spring 35, which is ot less power or force than the tractive force of the locomotive. Interposed between the anges 30 and 33 is an elongated member 36 which is longitudinally slotted as at 37 to receive the beam or bar 27, the slot being ot sutilcient length to permit-ample longitudinal movement of the sleeves on their respective rod portions. The ends of the member 3G are provided with the longitudinally projecting 'pintles 38 and 39 which extend through apertures 40 and 41 in the flanges 30 and 33 respectively. The ends of the member 36 form shoulders 42 and 43 respectively, and-tlie flanges 30 and 33 are normally held in engagement therewith by their respective springs. lVhen the locomotive is at rest, the force of the spring 35 is communicated to the lever 7a through the interposed member 36, relieving the coupling-pins of a large per cent. of the strain due to the force of the spring 20. Then the pull of the locomotive is exerted upon the draw-bar, the lever tends to compress the spring 20, and when the trainis taking a curve the spring is somewhat compressed, however the spring 30 maintains the several part-s in Contact. It should be noted that the eye 18 is notched as at 44 to receive the pintle 38, the latter being somewhat elongated, preventing sudden movements of the lever from separating the parts. 0n account of the length of the rod 1G 25, it is arranged back of the front bolster 24 and the drawbar 12 is provided with an extension 12a Vpivotally connected to the main portion as Having described my invention what I claim as new, and desire to secure by Let- Y a drawbar pivotally connected to the other,

and a connection between said lever and the one to which it is pivoted exerting yielding resistance to the movement of said lever.

2; In combination with a locomotive and its tender, 'a lever pivotally connected to one,

:i drawbar pivotally connected to the other and having its opposite end connected to seid lever, and an elastic yielding connection between the lever and its support exertingyielding pressure on the lever opposed to the draft force on the tender.

8. A locomotive and its tender, in combination with a lever pivotally connected to one thereof, a draw-bar pivotally connected to the other and having its opposite end connected to said lever, andineans engaging said lever and oiering yielding resistance to side drew-bar of greater force tl an the tractive force of the locomotive, substantially as described.

4. A locomotive and its tender, in combination with t lever pivotally mounted beneath the tender, a draw-bar connected at one end to the locomotive and at the other end to said lever, and a yieldable connection between the long arm of said lever and the underfrzune of the tender, and offering yielding resistance to said dravv-bar of greater force than the tractive force of the locomotive, substantially as described.

5. A locomotive and its tender, in combination with a lever pivotally mounted beneath the tender, a draw-bar connected at one end to the locomotive and at the other end to seid lever, a spring iinpinging against one arm o1c said lever and offering yielding resistance thereto of greater force than the trective force of the locomotive, and a second spring of less strength adapted to partially connterbalsince the force of the irst said spring, substantially as described.

ln testimony whereof l have signed my name to this speciiication in the presence of two subscribing Witnesses.

EDWARD RYAN.

Witnesses:

JANET E. HOGAN, HELEN F. LiLLIs. 

